US11312183B2 - Pneumatic tyre - Google Patents

Pneumatic tyre Download PDF

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Publication number
US11312183B2
US11312183B2 US16/414,240 US201916414240A US11312183B2 US 11312183 B2 US11312183 B2 US 11312183B2 US 201916414240 A US201916414240 A US 201916414240A US 11312183 B2 US11312183 B2 US 11312183B2
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Prior art keywords
tyre
shoulder
main groove
land region
sipes
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US16/414,240
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US20190366774A1 (en
Inventor
Maiko Tanabe
Ryuta KITORA
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Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
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Priority claimed from JP2018105186A external-priority patent/JP7095410B2/ja
Priority claimed from JP2018177770A external-priority patent/JP7077894B2/ja
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Assigned to SUMITOMO RUBBER INDUSTRIES, LTD. reassignment SUMITOMO RUBBER INDUSTRIES, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KITORA, Ryuta, TANABE, MAIKO
Publication of US20190366774A1 publication Critical patent/US20190366774A1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0304—Asymmetric patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0306—Patterns comprising block rows or discontinuous ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/04—Tread patterns in which the raised area of the pattern consists only of continuous circumferential ribs, e.g. zig-zag
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1259—Depth of the sipe
    • B60C11/1263—Depth of the sipe different within the same sipe
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1376—Three dimensional block surfaces departing from the enveloping tread contour
    • B60C11/1384—Three dimensional block surfaces departing from the enveloping tread contour with chamfered block corners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0341—Circumferential grooves
    • B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/0388—Continuous ribs provided at the equatorial plane
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0386—Continuous ribs
    • B60C2011/039—Continuous ribs provided at the shoulder portion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1236—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern
    • B60C2011/1254—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special arrangements in the tread pattern with closed sipe, i.e. not extending to a groove

Definitions

  • the present invention relates to a tyre having improved steering stability performance, ride comfort performance, noise performance, and fuel economy performance.
  • Patent Literature 1 Japanese Unexamined Patent Application Publication No. 2016-199118
  • the thickness of the tread rubber is increased, the weight of the tyre is increased and rolling resistance is also increased, therefore, it is possible that the fuel economy performance is affected. Further, when the rigidity of the belt layer is suppressed, it is possible that the steering stability performance is affected.
  • the present invention was made in view of the above, and a primary object thereof is to provide a tyre having the steering stability performance, the ride comfort performance, and the noise performance achieved at a high level at the same time without deteriorating the fuel economy performance.
  • a tyre comprises a tread portion comprising a first shoulder main groove extending continuously in a tyre circumferential direction on a side of a first tread ground contact edge positioned on one side of a tyre equator, a second shoulder main groove extending continuously in the tyre circumferential direction on a side of a second tread ground contact edge positioned on the other side of the tyre equator, at least one crown main groove extending continuously in the tyre circumferential direction between the first shoulder main groove and the second shoulder main groove, a first middle land region defined between the first shoulder main groove and the crown main groove, a second middle land region defined between the second shoulder main groove and the crown main groove, a first shoulder land region defined between the first tread ground contact edge and the first shoulder main groove, and a second shoulder land region defined between the second tread ground contact edge and the second shoulder main groove, wherein the first middle land region is provided with first middle sipes each extending inwardly in a
  • the number of the second middle sipes is twice or more the number of the first middle sipes.
  • the second middle land region is provided with third middle sipes each extending inwardly in the tyre axial direction from the second shoulder main groove to have an inner end in the second middle land region, and fourth middle sipes each extending outwardly in the tyre axial direction from the crown main groove to have an outer end in the second middle land region, and the number of the fourth middle sipes is equal to the number of the third middle sipes.
  • rigidity in the tyre circumferential direction of the first middle land region is greater than rigidity in the tyre circumferential direction of the second middle land region.
  • the first shoulder land region is provided with a plurality of first shoulder sipes each connecting between the first tread ground contact edge and the first shoulder main groove, and each of the first shoulder sipes includes a deep sipe extending inwardly in the tyre axial direction from the first tread ground contact edge to have an inner end in the first shoulder land region and a shallow sipe connecting between the inner end of the deep sipe and the first shoulder main groove and having a depth smaller than that of the deep sipe.
  • the deep sipe has a curved portion extending in the tyre axial direction in a curved manner
  • the shallow sipe has a bent portion extending in the tyre axial direction in a bent manner.
  • the first shoulder land region is provided with first shoulder lateral grooves each extending inwardly in the tyre axial direction from the first tread ground contact edge between a respective pair of the first shoulder sipes adjacent to each other in the tyre circumferential direction to have an inner end in the first shoulder land region, and a length in the tyre axial direction of each of the first shoulder lateral grooves is larger than a length in the tyre axial direction of the deep sipe.
  • first shoulder lateral grooves are provided at positions so as not to overlap with the first middle sipes in the tyre circumferential direction.
  • a length in the tyre axial direction between the inner end of each of the first shoulder lateral grooves and the first shoulder main groove is in a range of from 10% to 30% of a length in the tyre axial direction of the first shoulder land region.
  • a position of the tread portion when mounted on a vehicle is specified such that the first tread ground contact edge is positioned on an outer side of the vehicle.
  • a position of the tread portion when mounted on a vehicle is specified such that the first tread ground contact edge is positioned on an outer side of the vehicle, the first middle land region is provided with a first circumferential sipe extending continuously in the tyre circumferential direction, the first shoulder land region is provided with a plurality of first shoulder sipes each extending between the first tread ground contact edge and the first shoulder main groove, at least one of the first shoulder sipes has a bent portion, and the bent portion includes a first bent portion which is bent so as to be convex in a first direction and a second bent portion which is bent so as to be convex in a direction opposite to the first direction.
  • the at least one of the first shoulder sipes has a vertical component between the first bent portion and the second bent portion, and the vertical component is arranged at an angle of less than 30 degrees with respect to the tyre circumferential direction.
  • first bent portion and the second bent portion are arranged on an inner side in the tyre axial direction of a center in the tyre axial direction of the first shoulder land region.
  • the first shoulder land region is provided with a plurality of first shoulder lateral grooves each extending from the first tread ground contact edge to terminate within the first shoulder land region.
  • each of the plurality of the first shoulder lateral grooves is arranged at an angle in a range of from 0 to 10 degrees with respect to the tyre axial direction.
  • the second bent portion is arranged on an outer side in the tyre axial direction of the first bent portion, and a distance in the tyre axial direction between the inner end in the tyre axial direction of each of the first shoulder lateral grooves and the second bent portion is smaller than a groove width of the first shoulder main groove.
  • each of the first middle sipes is arranged at a position so as to be continuous with a respective one of the first shoulder sipes with the first shoulder main groove therebetween.
  • a chamfered portion is formed at a connection portion between each of the first middle sipes and the first shoulder main groove.
  • the chamfered portion includes an inclined surface surrounded by one of edges of the first middle land region on a ground contacting surface thereof, one of edges of the first shoulder main groove on groove walls thereof, and one of edges of a respective one of the first middle sipes on sipe walls thereof.
  • the tread portion includes a crown land region arranged on the tyre equator, and the crown land region is a plain rib provided with no grooves and no sipes.
  • FIG. 1 is a development view of a tread portion of a tyre according to an embodiment of the present invention.
  • FIG. 2 is a cross-sectional view of the tread portion of FIG. 1 .
  • FIG. 3 is an enlarged development view of an outer middle land region and an inner middle land region of FIG. 1 .
  • FIG. 4 is a cross-sectional view taken along A-A line of FIG. 3 .
  • FIG. 5 is an enlarged development view of an outer shoulder land region of FIG. 1 .
  • FIG. 6 is an enlarged development view of an inner shoulder land region of FIG. 1 .
  • FIG. 7 is a development view of a tread portion of a tyre according to another embodiment of the present invention.
  • FIG. 8 is an enlarged view of an outer shoulder land region of FIG. 7 .
  • FIG. 9 is an enlarged view of an outer middle land region and an inner middle land region of FIG. 7 .
  • FIG. 10 is a cross-sectional view taken along B-B line of FIG. 9 .
  • FIG. 11 is a cross-sectional view taken along C-C line of FIG. 9 .
  • FIG. 12 is a development view of a tread portion of a tyre according to yet another embodiment of the present invention.
  • FIG. 13 is a development view of a tread portion of a tyre as Reference 3 .
  • FIG. 1 is a development view of a tread portion 2 of a tyre according to an embodiment of the present invention.
  • the tyre in this embodiment is suitably used as a pneumatic tyre for a passenger car, for example, but it is not limited to this.
  • the tyre in this embodiment is provided with an asymmetric tread pattern whose position when mounted on a vehicle is specified.
  • the mounting position of the tyre on a vehicle is indicated by letters and the like on at least one of sidewall portions (not shown), for example.
  • the tread portion 2 includes a tread ground contact edge TE 1 positioned on one side of a tyre equator (C) and a tread ground contact edge TE 2 positioned on the other side of the tyre equator (C).
  • the tread ground contact edges TE 1 and TE 2 means outermost tread ground contact edges in a tyre axial direction when the tyre in a standard state is in contact with a flat surface with zero camber angles by being loaded with a standard tyre load.
  • the standard state is a state in which the tyre is mounted on a standard rim (not shown), inflated to a standard tyre inner pressure, and loaded with no tyre load.
  • dimensions and the like of various parts of the tyre are those measured under the standard state, unless otherwise noted.
  • the “standard rim” is a wheel rim specified for the concerned tyre by a standard included in a standardization system on which the tyre is based, for example, the “normal wheel rim” in JATMA, “Design Rim” in TRA, and “Measuring Rim” in ETRTO.
  • the “standard tyre inner pressure” is air pressure specified for the concerned tyre by a standard included in a standardization system on which the tyre is based, for example, the “maximum air pressure” in JATMA, maximum value listed in the “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in TRA, and “INFLATION PRESSURE” in ETRTO.
  • the standard tyre inner pressure is 180 kPa, for example.
  • the “standard tyre load” is a tyre load specified for the concerned tyre by a standard included in a standardization system on which the tyre is based, for example, the “maximum load capacity” in JATMA, maximum value listed in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” table in TRA, and “LOAD CAPACITY” in ETRTO.
  • the standard tyre load is a load equivalent to 88% of the above loads, for example.
  • the tyre is used such that, when the tyre is mounted on a vehicle, the tread ground contact edge TE 1 is an outer tread ground contact edge positioned on an outer side of the vehicle.
  • the tyre may be used such that when the tyre is mounted on a vehicle, the tread ground contact edge TE 1 is an inner tread ground contact edge positioned on an inner side of the vehicle.
  • the tread ground contact edge TE 1 is the outer tread ground contact edge and the tread ground contact edge TE 2 is the inner tread ground contact edge.
  • the tread portion 2 includes an outer shoulder main groove 5 (first shoulder main groove) extending continuously in a tyre circumferential direction on a side of the outer tread ground contact edge TE 1 (first tread ground contact edge), an inner shoulder main groove 6 (second shoulder main groove) extending continuously in the tyre circumferential direction on a side of the inner tread ground contact edge TE 2 (second tread ground contact edge), and at least one crown main groove 3 (crown main groove) extending continuously in the tyre circumferential direction between the outer shoulder main groove 5 and the inner shoulder main groove 6 .
  • the tread portion 2 in this embodiment includes one crown main groove 3 extending on the tyre equator (C).
  • the outer shoulder main groove 5 , the inner shoulder main groove 6 , and the crown main groove 3 in this embodiment extend linearly, but they may extend in a zigzag manner.
  • a width w 3 of the crown main groove 3 , a width w 5 of the outer shoulder main groove 5 , and a width w 6 of the inner shoulder main groove 6 are suitably set according to the custom.
  • each of the widths w 3 , w 4 , and w 5 is in a range of from 4.0% to 8.5% of a tread ground contacting width TW, for example.
  • the tread ground contacting width TW is a distance in the tyre axial direction between the tread ground contact edges TE 1 and TE 2 when the tyre in the standard state is in contact with a flat surface with zero camber angles by being loaded with the standard tyre load.
  • the width w 3 , the width w 4 , or the width w 6 is less than 4.0% of the tread ground contacting width TW, it is possible that drainage performance is affected.
  • the width w 3 , the width w 4 , or the width w 6 is more than 8.5% of the tread ground contacting width TW, rubber volume of the tread portion 2 is decreased, therefore, it is possible that anti-wear performance is affected.
  • FIG. 2 is a cross-sectional view of the tread portion 2 of FIG. 1 .
  • a depth D 3 of the crown main groove 3 and a depth D 5 of the outer shoulder main groove 5 and a depth D 6 of the inner shoulder main groove 6 are suitably set according to the custom.
  • each of the depths D 3 , D 5 , and D 6 is in a range of from 5 to 10 mm.
  • each of the depths D 3 , D 5 , and D 6 is less than 5 mm, it is possible that the drainage performance is affected.
  • any one of the depths D 3 , D 5 , and D 6 is more than 10 mm, the rigidity of the tread portion 2 is insufficient, therefore, it is possible that the steering stability performance is affected.
  • the tread portion 2 is provided with an outer middle land region 11 (first middle land region) defined between the crown main groove 3 and the outer shoulder main groove 5 .
  • the tread portion 2 is provided with an outer shoulder land region (first shoulder land region) defined between the outer shoulder main groove 5 and the outer tread ground contact edge TE 1 .
  • the tread portion 2 is provided with an inner middle land region 12 (second middle land region) defined between the crown main groove 3 and the inner shoulder main groove 6 .
  • the tread portion 2 is provided with an inner shoulder land region 14 (second shoulder land region) defined between the inner shoulder main groove 6 and the inner tread ground contact edge TE 2 .
  • FIG. 3 shows the outer middle land region 11 and the inner middle land region 12 .
  • the outer middle land region 11 is provided with first middle sipes 31 each extending inwardly in the tyre axial direction from the outer shoulder main groove 5 and second middle sipes 32 each extending outwardly in the tyre axial direction from the crown main groove 3 .
  • the “sipe” is an incision having a width of 2 mm or less (preferably 1.5 mm or less), and is to be closed under the condition in which the tyre is in contact with the ground by being loaded with the standard tyre load, that is, is to be closed by a high ground contact pressure on a ground contacting surface.
  • Each of the first middle sipes 31 and the second middle sipes 32 in this embodiment extends in the same direction with respect to the tyre axial direction in a curved manner with substantially the same curvature.
  • Each of the first middle sipes 31 has an inner end ( 31 i ) in the outer middle land region 11 and each of the second middle sipes 32 has an outer end ( 32 o ) in the outer middle land region 11 .
  • the number of the second middle sipes 32 is larger than the number of the first middle sipes 31 . That is, in the outer middle land region 11 , by a number of the second middle sipes 32 provided in an inner region in the tyre axial direction in which the ground contact pressure tends to be high, the impact received from a road surface is moderated. Thereby, the noise performance and the ride comfort performance of the tyre is improved without setting the thickness of the tread rubber large or suppressing the rigidity of the belt layer.
  • the outer middle land region 11 in an outer region in which the ground contact pressure during cornering tends to be high when the tyre has a slip angle or when the vehicle rolls, high rigidity is easily ensured by limiting the number of the first middle sipes 31 to be small, therefore, excellent steering stability performance is obtained.
  • the steering stability performance, the ride comfort performance, and the noise performance are exerted at the same time at a high level without deteriorating the fuel economy performance.
  • the number of the second middle sipes 32 is twice or more times the number of the first middle sipes 31 .
  • each of pitches of the second middle sipes 32 is half or less times each of pitches of the first middle sipes 31 .
  • the outer middle land region 11 may be provided with a first circumferential sipe 33 extending continuously in the tyre circumferential direction.
  • the first circumferential sipe 33 extends between the inner ends ( 31 i ) of the first middle sipes 31 and the outer ends ( 32 o ) of the second middle sipes 32 .
  • the first circumferential sipe 33 in this embodiment extends linearly, but it may be configured to extend in a zigzag manner. It is preferred that the first circumferential sipe 33 is arranged at a position in a range of from 45% to 55% of a length in the tyre axial direction of the outer middle land region 11 from an inner end in the tyre axial direction of the outer middle land region 11 .
  • a width of the first circumferential sipe 33 is in a range of from 0.5 to 1.0 mm.
  • the width of the first circumferential sipe 33 is 0.5 mm or more, therefore, the impact which the outer middle land region 11 receives is further moderated.
  • the width of the first circumferential sipe 33 is 1.0 mm or less, therefore, the rigidity in the tyre axial direction of the outer middle land region 11 is easily ensured, thereby, the steering stability performance is improved.
  • the second middle sipes 32 include second middle sipes 32 A each smoothly continuous from corresponding one of the first middle sipes 31 with the first circumferential sipe 33 therebetween.
  • the expression “smoothly continuous” at least means that the corresponding one of the first middle sipes 31 and the each of the second middle sipes 32 A are inclined in the same direction with respect to the tyre axial direction and an imaginary line obtained by extending the corresponding one of the first middle sipes 31 inwardly in the tyre axial direction and an imaginary line obtained by extending the each of the second middle sipes 32 A outwardly in the tyre axial direction overlap with each other or slightly displaced from each other in the tyre circumferential direction in the first circumferential sipe 33 .
  • a displacement amount described above in the tyre circumferential direction is 2 mm or less, for example.
  • a chamfered portion 34 and a chamfered portion 35 are provided in an opening portion of each of the second middle sipes 32 A which is connected with the crown main groove 3 .
  • Each of the chamfered portions 34 is provided in a corner portion where respective one of the second middle sipes 32 A intersects with the crown main groove 3 at an acute angle
  • each of the chamfered portions 35 is provided in a corner portion where a respective one of the second middle sipes 32 A intersects with the crown main groove 3 at an obtuse angle.
  • the volume removed from the outer middle land region 11 by the chamfered portions 35 (the volume of the chamfered portions 35 ) is larger than the volume removed from the outer middle land region 11 by the chamfered portions 34 .
  • FIG. 4 is a cross-sectional view of one of the second middle sipes 32 ( 32 A) taken along A-A line of FIG. 3 .
  • Each of the second middle sipes 32 has a deep bottom portion 32 B and a shallow bottom portion 32 C.
  • the shallow bottom portion 32 C is positioned on an inner side in the tyre axial direction of the deep bottom portion 32 B.
  • the shallow bottom portion 32 C extends outwardly in the tyre axial direction from the crown main groove 3 at a constant depth. It is preferred that the depth of the shallow bottom portion 32 C is in a range of from 30% to 60% of a maximum depth of the deep bottom portion 32 B.
  • the second middle sipes 32 configured as such, the rigidity distribution of the outer middle land region 11 is optimized, therefore, the ride comfort performance and the steering stability performance are improved in a good balance.
  • a length L 5 in the tyre axial direction of the shallow bottom portion 32 C is in a range of from 1.5 to 3.0 mm.
  • the shallow bottom portion 32 c configured as such, the rigidity distribution of the outer middle land region 11 is optimized, therefore, the ride comfort performance and the steering stability performance are improved in a good balance.
  • the inner middle land region 12 is provided with third middle sipes 41 each extending inwardly in the tyre axial direction from the inner shoulder main groove 6 and fourth middle sipes 42 each extending outwardly in the tyre axial direction from the crown main groove 3 .
  • Each of the third middle sipes 41 and the fourth middle sipes 42 in this embodiment is inclined in the same direction with respect to the tyre axial direction and extends in a curved manner with substantially the same curvature as the first middle sipes 31 .
  • Each of the third middle sipes 41 has an inner end ( 41 i ) in the inner middle land region 12 and each of the fourth middle sipes 42 has an outer end ( 42 o ) in the inner middle land region 12 .
  • the number of the fourth middle sipes 42 is larger than the number of the second middle sipes 32 . That is, it is preferred that each of pitches of the fourth middle sipes 42 is smaller than each of pitches of the second middle sipes 32 . Further, it is preferred that the number of the fourth middle sipes 42 is equal to the number of the third middle sipes 41 . More specifically, it is preferred that each of the pitches of the fourth middle sipes 42 is equal to each of the pitches of the third middle sipes 41 .
  • the rigidity in the tyre circumferential direction of the outer middle land region 11 can be easily increased so as to be larger than the rigidity in the tyre circumferential direction of the inner middle land region 12 .
  • high rigidity is easily ensured in the outer middle land region 11 in which the ground contact pressure during cornering tends to be high when the tyre has a slip angle or when the vehicle rolls, therefore, excellent steering stability performance is obtained. Further, sufficient ride comfort performance is secured by the inner middle land region 12 .
  • the rigidity in the tyre circumferential direction of each of the outer middle land region 11 and the inner middle land region 12 is easily estimated by the configuration of the sipes and the like provided in each of the land regions, however, to be more accurately, it is possible that the rigidity is also calculated by computer simulation and the like such as FEM (finite element method) and the like, for example.
  • the inner middle land region 12 may be provided with a second circumferential sipe 43 extending continuously in the tyre circumferential direction.
  • the second circumferential sipe 43 extends between the inner ends ( 41 i ) of the third middle sipes 41 and the outer ends ( 42 o ) of the fourth middle sipes 42 .
  • the second circumferential sipe 43 in this embodiment extends linearly, but it may be configured to extend in a zigzag manner. It is preferred that the second circumferential sipe 43 is arranged at a position in a range of from 45% to 55% of a length in the tyre axial direction of the inner middle land region 12 from an inner end in the tyre axial direction of the inner middle land region 12 .
  • a width of the second circumferential sipe 43 is in a range of from 0.5 to 1.0 mm.
  • FIG. 5 shows the outer shoulder land region 13 .
  • the outer shoulder land region 13 is provided with a plurality of first shoulder sipes 51 each extending so as to connect between the outer tread ground contact edge TE 1 and the outer shoulder main groove 5 .
  • the number of the first shoulder sipes 51 is equal to the number of the first middle sipes 31 .
  • Each of the first shoulder sipes 51 includes a deep sipe 52 and a shallow sipe 53 having a depth smaller than that of the deep sipe 52 .
  • the deep sipe 52 extends inwardly in the tyre axial direction from the outer tread ground contact edge TE 1 to have an inner end ( 52 i ) in the outer shoulder land region 13 .
  • the shallow sipe 53 connects between the inner end ( 52 i ) of the deep sipe 52 and the outer shoulder main groove 5 .
  • a width of the shallow sipe 53 in this embodiment is larger than a width of the deep sipe 52 .
  • the shallow sipe 53 includes an outer region in a tyre radial direction of the deep sipe 52 and extends along the deep sipe 52 to the outer tread ground contact edge TE 1 .
  • the deep sipe 52 in this embodiment is inclined in a direction opposite to the first middle sipes 31 with respect to tyre axial direction and extends in a curved manner.
  • the deep sipe 52 and the shallow sipe 53 have a curved portion ( 51 a ) extending in the tyre axial direction in a curved manner at a large radius.
  • a radius of curvature of the curved portion ( 51 a ) is 75 mm or more, for example.
  • the shallow sipe 53 has a bent portion ( 51 b ) extending in the tyre axial direction while bending at a small radius.
  • a radius of curvature of the bent portion ( 51 b ) is 1 mm or less, for example.
  • the outer shoulder land region 13 is provided with outer shoulder lateral grooves (first shoulder lateral grooves) 55 each extending inwardly in the tyre axial direction from the outer tread ground contact edge TE 1 .
  • Each of the outer shoulder lateral grooves 55 has an inner end ( 55 i ) in the outer shoulder land region 13 .
  • Each of the outer shoulder lateral grooves 55 is arranged between a respective pair of the first shoulder sipes 51 adjacent to each other in the tyre circumferential direction.
  • the outer shoulder lateral grooves 55 extend along the first shoulder sipes 51 .
  • a length L 1 in the tyre axial direction of each of the outer shoulder lateral grooves 55 is larger than a length L 2 in the tyre axial direction of each of the deep sipes 52 .
  • Each of the outer shoulder lateral grooves 55 is arranged at a position so as not to overlap with any one of the first middle sipes 31 in the tyre circumferential direction. That is, when seen in the tyre axial direction, an overlapping length in the tyre circumferential direction between the outer shoulder lateral grooves 55 and the first middle sipes 31 is zero.
  • the rigidity distribution is made uniform throughout between the outer middle land region 11 and the outer shoulder land region 13 , which contributes to the improvement of the ride comfort and the steering stability performance.
  • a length L 3 in the tyre axial direction between the inner end ( 55 i ) of each of the outer shoulder lateral grooves 55 and the outer shoulder main groove 5 is in a range of from 10% to 30% of a length L 4 in the tyre axial direction of the outer shoulder land region 13 .
  • the length L 3 is 10% or more of the length L 4 , therefore, the impact which the outer shoulder land region 13 receives from a road surface is further moderated, thereby, the ride comfort performance of the tyre is improved.
  • the length L 3 is 30% or less of the length L 4 , therefore, the steering stability performance of the tyre is improved.
  • FIG. 6 shows the inner shoulder land region 14 .
  • the inner shoulder land region 14 is provided with a plurality of second shoulder sipes 61 each extending inwardly in the tyre axial direction from the inner tread ground contact edge TE 2 .
  • Each of the second shoulder sipes 61 has an inner end ( 61 i ) in the inner shoulder land region 14 .
  • the number of the second shoulder sipes 61 is equal to the number of the first shoulder sipes 51 .
  • Each of the second shoulder sipes 61 in this embodiment is inclined in a direction opposite to the first middle sipes 31 with respect to the tyre axial direction and extends in a curved manner.
  • Each of the second shoulder sipes 61 includes a deep sipe 62 and a shallow sipe 63 having a depth smaller than that of the deep sipe 62 .
  • the deep sipe 62 extends inwardly in the tyre axial direction from the inner tread ground contact edge TE 2 to reach the inner end ( 61 i ).
  • a width of the shallow sipe 63 is larger than a width of the deep sipe 62 .
  • the shallow sipe 63 includes an outer region in the tyre radial direction of the deep sipe 62 and extends inwardly in the tyre axial direction along the deep sipe 62 from the inner tread ground contact edge TE 2 to reach the inner end ( 61 i ).
  • the inner shoulder land region 14 is provided with inner shoulder lateral grooves (second shoulder lateral grooves) 65 each extending inwardly in the tyre axial direction from the inner tread ground contact edge TE 2 .
  • Each of the inner shoulder lateral grooves 65 has an inner end ( 65 i ) in the inner shoulder land region 14 .
  • Each of the inner shoulder lateral grooves 65 is arranged between a respective pair of the second shoulder sipes 61 adjacent to each other in the tyre circumferential direction.
  • the inner shoulder lateral grooves 65 extend along the second shoulder sipes 61 .
  • the inner shoulder land region 14 is provided with third shoulder sipes 66 each extending outwardly in the tyre axial direction from the inner shoulder main groove 6 .
  • Each of the third shoulder sipes 66 is connected with a respective one of the inner shoulder lateral grooves 65 at an inner end ( 65 i ) of the inner shoulder lateral groove 65 or in the vicinity thereof.
  • FIG. 7 is a development view of the tread portion 2 according to another embodiment of the present invention.
  • FIG. 8 is an enlarged view of the outer shoulder land region 13 in this embodiment. Note that the same reference numerals are given to the elements common to the embodiment described above, and the explanation thereof is omitted here.
  • At least one of the first shoulder sipes 51 in this embodiment has a bent portion 54 extending in the tyre axial direction in a bent manner with a small radius.
  • a radius of curvature of the bent portion 54 is 1 mm or less, for example.
  • the bent portion 54 includes a first bent portion ( 54 a ) bent so as to be convex in a first direction and a second bent portion ( 54 b ) bent so as to be convex in a direction opposite to the first direction.
  • the second bent portion ( 54 b ) in this embodiment is arranged on an outer side in the tyre axial direction of the first bent portion ( 54 a ).
  • the first shoulder sipes 51 exert frictional force in multiple directions by edges of the first bent portion ( 54 a ) and the second bent portion ( 54 b ), therefore, it is possible that on-ice/on-snow performance is improved. Further, opposing sipe walls of each of the first bent portion ( 54 a ) and the second bent portion ( 54 b ) come into close contact with each other when the ground contact pressure is applied to the ground contacting surface of the outer shoulder land region 13 . Thereby, it is possible that shearing deformation of the outer shoulder land region 13 with the first shoulder sipes 51 as borders is suppressed, therefore, steering stability is improved.
  • first bent portion ( 54 a ) and the second bent portion ( 54 b ) are arranged on the inner side in the tyre axial direction of a center in the tyre axial direction of the outer shoulder land region 13 .
  • first bent portion ( 54 a ) and the second bent portion ( 54 b ) are likely to receive large ground contact pressure, therefore, the on-ice/on-snow performance is further improved.
  • a distance L 6 in the tyre axial direction between a closer one of groove edges of the outer shoulder main groove 5 and the first bent portion ( 54 a ) is in a range of from 0.10 to 0.25 times the length L 4 in the tyre axial direction of the outer shoulder land region 13 .
  • a distance L 7 in the tyre axial direction between the first bent portion ( 54 a ) and the second bent portion ( 54 b ) is smaller than the groove width w 5 of the outer shoulder main groove 5 .
  • the distance L 7 is in a range of from 0.15 to 0.30 times the groove width w 5 of outer shoulder main groove 5 .
  • Each of the first shoulder sipes 51 has a vertical component 56 between the first bent portion ( 54 a ) and the second bent portion ( 54 b ). It is preferred that the vertical component 56 is arranged at an angle of less than 30 degrees with respect to the tyre circumferential direction, for example. Further, it is preferred that a length of the vertical component 56 is in a range of from 3.0 to 7.0 mm, for example.
  • the vertical component 56 configured as such provide frictional force in the tyre axial direction, therefore, it is possible that skidding on an icy/snowy road surface is suppressed.
  • the first bent portion ( 54 a ) and the second bent portion ( 54 b ) in this embodiment is connected with a lateral component 57 extending at an angle of less than 10 degrees with respect to the tyre axial direction, for example.
  • the lateral component 57 configured as such is useful for increasing traction on an icy/snowy road surface.
  • first bent portion ( 54 a ) and the second bent portion ( 54 b ) described above are formed in at least one of the shallow sipes 53 .
  • a width of each of the shallow sipes 53 is in a range of from 0.5 to 1.0 mm, for example. It is preferred that a depth of each of the shallow sipes 53 is in a range of from 0.5 to 3.0 mm, for example.
  • Each of the deep sipes 52 in this embodiment is inclined at an angle in a range of from 5 to 20 degrees with respect to the tyre axial direction and extends in a curved manner, for example.
  • each of the plurality of the outer shoulder lateral grooves 55 in this embodiment is arranged at an angle in a range of from 0 to 10 degrees with respect to the tyre axial direction, for example.
  • each of the outer shoulder lateral grooves 55 is larger than the length L 2 in the tyre axial direction of each of the deep sipes 52 .
  • a distance L 8 in the tyre axial direction between the inner end ( 55 i ) of each of the outer shoulder lateral grooves 55 and its adjacent one of the second bent portions ( 54 b ) is preferably smaller than the groove width w 5 of the outer shoulder main groove 5 , and more preferably smaller than 0.50 times the groove width w 5 .
  • the distance L 8 is in a range of from 0.25 to 0.35 times the groove width w 5 .
  • sipe walls of the first bent portions ( 54 a ) and the second bent portions ( 54 b ) come into close contact with each other, therefore, deformation of the rubber in the vicinity of the inner ends ( 55 i ) of the outer shoulder lateral grooves 55 is suppressed, thereby, uneven wear in the vicinity of the inner ends ( 55 i ) is suppressed.
  • FIG. 9 shows the outer middle land region 11 and the inner middle land region 12 of the embodiment shown in FIG. 7 .
  • the second middle sipes 32 in this embodiment are inclined in the same direction as the first middle sipes 31 .
  • each of the second middle sipes 32 is inclined at a larger angle with respect to the tyre axial direction than the first middle sipes 31 .
  • each of the first middle sipes 31 is arranged at a position so as to be continuous with a respective one of the first shoulder sipes 51 with the outer shoulder main groove 5 therebetween.
  • this embodiment includes an embodiment in which a minimum displacement amount in the tyre circumferential direction in the outer shoulder main groove 5 between a region obtained by virtually extending one of the sipes and a region obtained by virtually extending the other one of the sipes is 2.0 mm or less.
  • the first middle sipes 31 configured as such are easily opened moderately together with the first shoulder sipes 51 , therefore, it is possible that the traction on an icy/snowy road surface is further improved.
  • FIG. 10 is a cross-sectional view of one of the first middle sipes 31 and one of the second middle sipes 32 taken along B-B line of FIG. 9 .
  • Each of the first middle sipes 31 has a deep bottom portion 31 B and a shallow bottom portion 31 C. By the deep bottom portion 31 B and the shallow bottom portion 31 C, each of the first middle sipes 31 is formed step-wise.
  • the shallow bottom portion 31 C is arranged on the outer side in the tyre axial direction of the deep bottom portion 31 B.
  • Each of the second middle sipes 32 has the deep bottom portion 32 B and the shallow bottom portion 32 C.
  • each of the second middle sipes 32 is formed step-wise.
  • the shallow bottom portion 32 C is arranged on the inner side in the tyre axial direction of the deep bottom portion 32 B.
  • a maximum depth of each of the second middle sipes 32 is larger than a maximum depth of each of the first middle sipes 31 . It is possible that the second middle sipes 32 configured as such provide large frictional force on an icy/snowy road surface.
  • the shallow bottom portion 32 C extends outwardly in the tyre axial direction from the crown main groove 3 at a constant depth. It is preferred that the depth of the shallow bottom portion 32 C is in a range of from 30% to 60% of a maximum depth of the deep bottom portion 32 B.
  • a total number of the fourth middle sipes 42 provided in the inner middle land region 12 is equal to a total number of the third middle sipes 41 provided in the inner middle land region 12 . More specifically, it is preferred that each of pitches of the fourth middle sipes 42 is equal to each of pitches of the third middle sipes 41 . Further, in this embodiment, the total number of the fourth middle sipes 42 provided in the inner middle land region 12 is equal to a total number of the second middle sipes 32 provided in the outer middle land region 11 . Thereby, the steering stability and the on-ice/on-snow performance are improved in a good balance.
  • FIG. 11 is a cross-sectional view of one of the third middle sipes 41 and one of the fourth middle sipes 42 taken along c-c line of FIG. 9 .
  • Each of the third middle sipes 41 has a deep bottom portion 41 B and a shallow bottom portion 41 C.
  • Each of the fourth middle sipes 42 has a deep bottom portion 42 B and a shallow bottom portion 42 C.
  • the above-described configurations of the deep bottom portion 32 B and the shallow bottom portion 32 C of each of the second middle sipes 32 can be applied to the deep bottom portion 42 B and the shallow bottom portion 42 C of each of the fourth middle sipes 42 .
  • a maximum depth of each of the third middle sipes 41 and a maximum depth of each of the fourth middle sipes 42 are larger than the maximum depth of each of the first middle sipes 31 , for example. It is preferred that a maximum depth of each of the third middle sipes 41 and a maximum depth of each of the fourth middle sipes 42 are larger than the maximum depth of each of the first middle sipes 31 , for example. Thereby, it is possible that excellent steering stability is exerted.
  • FIG. 12 is a development view of the tread portion 2 according to yet another embodiment of the present invention.
  • the same reference numerals are given to the elements common to the embodiments described above, and the explanation thereof is omitted here.
  • the tread portion includes two crown main grooves 3 arranged so as to sandwich the tyre equator (C) and a crown land region 15 defined between them and arranged on the tyre equator (C).
  • the crown land region 15 is a plain rib having no grooves or sipes arranged therein, for example.
  • the crown land region 15 configured as such effectively improves the steering stability on a dry road surface.
  • the chamfered portion 35 is formed at a connection portion between each of the first middle sipes 31 and the outer shoulder main groove 5 .
  • the chamfered portion 35 includes an inclined surface surrounded by one of edges of the outer middle land region 11 on the ground contacting surface, an edge of the outer shoulder main groove 5 on one of groove walls thereof, and an edge of a respective one of the first middle sipes 31 on one of sipe walls thereof.
  • the chamfered portions 35 configured as such moderate the impact which the outer middle land region 11 receives from a road surface, therefore, they are helpful for improving the noise performance and the ride comfort performance.
  • Pneumatic tyres of size 205/60R17 having the basic tread pattern shown in FIG. 1 were made by way of test according to the specifications listed in Table 1, and then the test tyres were tested for the drainage performance, the noise performance, and the steering stability performance.
  • Thickness of tread rubber of crown portion 10.0 mm
  • test methods were as follows.
  • test tyres were mounted on a rim of 17 ⁇ 6.03 and mounted on all wheels of a test vehicle (FF passenger car with displacement of 1500 cc) under the condition of the tyre inner pressure of 240 kPa. While the test vehicle described above was driven on a dry asphalt road surface of a test course with the driver being the only member on the test vehicle, characteristics relating to grip performance, steering response, and responsiveness were evaluated by the driver's feeling. The test results are indicated by an evaluation point based on Example 1 being 100, wherein the larger the numerical value, the better the steering stability performance is.
  • test vehicle was driven on a road noise measuring road (a road having a rough asphalt surface) at a speed of 60 km/h
  • road noise measuring road a road having a rough asphalt surface
  • the in-car noise was sampled at a position in the vicinity of the driver's window-side ear, and the sound pressure level was measured.
  • the test results are indicated by an index based on the value of the Example 1 being 100, wherein a larger numerical value is better.
  • Tyres of size 215/60R16 having the basic pattern shown in FIG. 7 were made by way of test according to the specifications listed in Table 1.
  • Reference 3 as shown in FIG. 13 , tyres were made by way of test in which no circumferential sipes were arranged in each of middle land regions (a) and none of first shoulder sipes (b) had the bent portion.
  • the tyres as the Reference 3 had substantially the same tread pattern as that shown in FIG. 7 except for the configuration described above.
  • Each of the test tyres was tested for the steering stability and the on-ice/on-snow performance. Common specifications of the test tyres and the test methods were as follows.
  • Tyre inner pressure 210 kPa at front wheels, 200 kPa at rear wheels
  • Test vehicle 4WD-car with displacement of 1500 cc

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CN112937222B (zh) * 2019-12-10 2024-04-26 住友橡胶工业株式会社 轮胎
JP7673377B2 (ja) * 2019-12-10 2025-05-09 住友ゴム工業株式会社 タイヤ
US12384203B2 (en) 2019-12-13 2025-08-12 The Yokohama Rubber Co., Ltd. Tire
JP7375521B2 (ja) * 2019-12-19 2023-11-08 住友ゴム工業株式会社 空気入りタイヤ
JP7547870B2 (ja) * 2020-08-31 2024-09-10 住友ゴム工業株式会社 タイヤ
JP7600604B2 (ja) * 2020-10-13 2024-12-17 住友ゴム工業株式会社 タイヤ
JP7651873B2 (ja) * 2021-02-09 2025-03-27 住友ゴム工業株式会社 タイヤ
CN112976950B (zh) * 2021-04-08 2024-05-14 山东玲珑轮胎股份有限公司 一种车辆轮胎
CN113043796A (zh) * 2021-05-08 2021-06-29 万力轮胎股份有限公司 一种高性能轮胎

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US20190366774A1 (en) 2019-12-05

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